Arrangement for controlling the pressure in the inlet manifold of an internal combustion engine

ABSTRACT

An arrangement for controlling the pressure in the inlet manifold of an internal combustion engine has a speed-responsive valve in a passage communicating with the manifold, and a control device responsive to the pressure downstream of the speedresponsive valve and to the manifold pressure, the arrangements being such that when the engine speed is above a predetermined level and the manifold pressure is below a predetermined level the control device admits additional air to the manifold.

United States Patent 1 Soltau [in 3,744,464 [451 July 10, 1973 1ARRANGEMENT FOR CONTROLLING THE PRESSURE IN THE INLET MANIFOLD OF ANINTERNALCOMBUSTION ENGINE [75] Inventor: John Peter Soltau,-Solihull,

Warwickshire, England [73] Assignee: Joseph Lucas (Industries) Limited,

Birmingham, England 22 Filed: Jan. 21, 1971 21 App1.No.: 108,410

[30] Foreign Application Priority Data Mar. 20, 1970 Great Britain13,694/70 [52] 11.8. C1. 123/119 D, 123/97 B, 261/1 )1G. 19, f123/'l17A,l23/124 [51] Int. CL. F02b 33/00, F02m 23/04, F02d 31/003,294,074 12/1966 Mennicken l23/119D 3,626,915 12/1971 Nakajima 123/119D 3,502,307 3/1970 Thuesen 123/97 B 3,503,376 3/1970 Walker 123/97 B3,426,737 2/1969 Walker 123/97 B 3,256,870 6/1966 Walker 123/97 B3,368,345 2/1968 Walker 123/97 B 3,447,516 6/ 1969 Bartholomew... 123/97B 3,289,659 12/1966 Koole 123/97 B 3,060,749 Bettoni 123/97 B PrimaryExaminer-Laurence M. Goodridge Assistant ExaminerRonald B. CoxAttorney-Holman & Stern 57 ABSTRACT mined level the control deviceadmits additional air to the manifold.

5 Claims, 7 Drawing Figures PATENIE JUL 1 0 I973 SHEET 1 BF .3

INVENTOR A TORNEYS 1 ARRANGEMENT FOR CONTROLLING THE PRESSURE IN THEINLET MANIFOLD OF AN INTERNAL COMBUSTION ENGINE This invention relatesto a speed-responsive valve for controlling the pressure in the inletmanifold of an internal combustion engine, and has as an object toprovide such a valve in a convenient form.

According to the invention a valve for controlling the pressure in theinlet manifold of an internal combustion engine comprises a casinghaving an inlet and an outlet, a member rotatable within the casing asealingly engaged therewith between the inlet and the outlet, a passagein the said member to permit communication between the inlet and outlet,a closure means for the passage pivotally mounted on said member,biasing means urging the closure means in a direction to shut the valve,the closure means being responsive to centrifugal force to open thevalve, and means for rotating the said member at a speed dependent onthe speed of the engine. 6

A valve according to the invention may be incorporated in an arrangementfor controlling the pressure in the inlet manifold of an internalcombustion engine, the said arrangement comprising an air passagecommunicating with the said manifold, a valve as above defined in thesaid passage anda pressure responsive control means communicating withsaid passage and operable to provide an increased air flow to themanifold, the arrangement being such that when the speed of the saidmember in the valve is above a predetermined level and the manifoldpressure is below a predetermined level the control means is operated toprovide the said increased air flow.

In an alternative arrangement for controlling the fuel supply to aninternal combustion engine, an intake manifold of the enginecommunicates via a valve as defined above with a pressure-responsiveactuating means, a further valve being operable by the said actuatingmeans, the arrangement being such that, when the speed of the saidmember in the valve is above a predetermined level and the manifoldpressure is below a predetermined level, the said further valve isoperated to reduce the amount of fuel supplied to the engine.

Embodiments of the invention will now be described by way of example andwith reference to the accompanying drawings in which:

FIG. 1 is a section through a valve;

FIG. 2 is a scrap view on arrows 2-2 in FIG. 1; and

FIGS. 3, 4, 5, 6 and 7 show diagrammatically arrangements incorporatingvalves according to the invention.

The valve shown in FIGS. 1 and 2 has a casing 10 having an outlet 11, amain inlet 12 and a restrictedinlet 13. A captive stem 27 is slidable inthe inlet 13 to provide a cleaning action. A member 14 is jounralled inthe casinglO and is formed at its respective ends with a pinion l5 and aflange 16. The member 14 has an axial bore 17 which opens onto theflanged end of the member 14. A transverse passage 18 within the member14 communicates with the outlet 11 and with the bore 17. A closuremember 19 is mounted on a pivot 20 extending from the flange 16. Washerof P.T.F.E. or other anti-friction material 21 is interposed between theflange 16 and the member 19. A pair of pins 22, 23 limit the travel ofthe member 19 which is biased against the pin 23 by a spring 24.

The pinion 15 is meshed with a spur gear 25, also journalled in thecasing. The gear 25 is secured to a flexible drive cable 26. In use thecable 26 is itself driven by the engine or by apparatus operated by theengine, as for example the speedometer cable of a motor vehicle in whichthe engine is mounted. At a predetermined speed of the member 14 thecentrifugal force on the closure member 19 is sufficient to overcome thebias applied by the spring 24 and the member 19 moves to engage the pin22, opening the valve.

In the arrangement shown in FIG. 3a-valve 30, substantially aspreviously described, has its outlet 31 connected to an inlet manifold32 of an internal combustion engine. The manifold 32 is supplied withair via air cleaner 33 and a throttle 34. The main inlet 35 of the valve30 communicates with a device 36 associated with a valve 37. The valve37 is situated in a line 38 between the manifold 32 and the air cleaner33, and the arrangement is such that the valve 37 opens only when thedepression in the manifold 32 reaches a predetermined level and alsowhen. the manifold depression is applied to the device 36 via the valve30. The inlet 35 of the valve 30 is also connected to an actuatingdevice 38 adapted to retard the setting of an ignition control means 39.I

In use, during deceleration the throttle 34 closes, causing the pressurein the inlet manifold to fall. If the speed of the vehicle, or the speedof the engine asappropriate, is sufficient to open valve 30 and at thesame time the depression in the manifold 32 hasreached theaforementioned predetermined level, the valve 37 opens to admitadditional air from the cleaner 33 to the manifold 32. The manifolddepression is thus limited to a desired level, maintaining a burnableair/fuel mixture and thereby substantially reducing the amount ofunburnt fuel in the exhaust. Retardation of the ignition by the device38 also assists in burning the exhaust gases.

The restricted inlet (not shown) of the valve 30 communicates withatmosphere, preferably via the air cleaner 33, whereby atmosphericpressure is presented to the devices 36 and 38 when the valve 30 isshut.

In the arrangement shown in FIG. 4 a valve 30 and a valve 40 are inseries in a passage 41 between the manifold 32 and air cleaner 33. Adevice 42 is associated with the valve 40 and is responsive to thepressure within the manifold 32. The valve 40 and device 42 areessentially the same as the valve 37 and device 36 described withreference to FIG. 3. The apparatus operates to supply additional air tothe manifold 32 when the depression therein reaches a predeterminedlevel and when the speed of the engine or vehicle is above apredetermined level.

The arrangement shown in FIG. 5 has a valve 30 controlling theapplication of the depression in the manifold 32 to an actuating device50. The device 50 in turn controls the position of a stop 51 for thethrottle 34,

The stop 51 ensures, once 'again,that the manifold depression does notexceed a desired valve, dependent on engine or vehicle speed.

In the arrangement shown in FIG. 6 the 'valve 30 acts as before, tocontrol application of depression in the manifold 32 to an actuator 60.In this case, however, actuator 60 controls a valve 61 in a fuel line 62for the engine. During deceleration a burnable mixture or, if requiredan inert charge, is maintained by reducing or shutting off the fuelflow, instead of increasing the airflow.

The arrangements described are applicable to both fuel injection systemsand carburettor systems. FIG. 7 shows an arrangement generally similarto that described in connection with FIG. 3, but in this case applied toa system havinga carburettor.

In any of the arragnements described an additional valve or valves 70may be introduced in series with the valve 30, the valve 70 beingresponsive to the position of the engine throttle 34, whereby when thethrottle 34 is open the valve 70 is shut and valve 30 is inoperative toalter the air/fuel mixture supplied to the engine.

Having thus described my invention what I claim as new and desire tosecure by Letters patent is:

1. An arrangement for controlling the pressure in the inlet manifold ofan internal combustion engine, comprising an air passage communicatingwith said manifold, a valve in said passage, said valve including acasing having an inlet and an outlet, a member rotatable within thecasing and sealingly engaged therewith between the inlet and the outlet,a passage in the said member to permit communication between the inletand outlet, a closure means for the passage pivotally mounted on saidmember, biasing means urgingthe closure means in a direction to shut thevalve, the closure means being responsive to centrifugal force to openthe valve, and means for rotating the said member at a speed dependenton the speed of the engine, and

a pressure responsive control means including an actuating meansresponsive to the pressure at the valve outlet and a further valveoperable by the actuating means to admit air to the said manifold, thearrangement being such that, when the speed of said member in thefirst-mentioned valve is' above a predetermined level and the manifoldpressure is below a predetermined level, the further valve is operatedto increase air flow to the manifold; v i

2. An arrangement as claimed in claim 1 in which the actuating means isalso responsive to the pressure in the manifold.

3. An arrangement as claimed in claim 1 in which the said further valveis arranged to admit air to the inlet manifold directly from a zoneupstream of a throttle valve for the engine.

4. An arrangement as claimed in claim 1 which includes valve means inthe said passage in series with the first-mentioned valve, the saidvalve means being responsive to the position of a throttle for theengine.

5. An arrangement as claimed in claim 1 in which the control meanscomprises a further valve in said passage in series with thefirst-mentioned valve and actuating means for the further valveresponsive to the pressure in the manifold, the end of the passageremote from the manifold communicating with a zone which is upstream ofa throttle for the engine.

1. An arrangement for controlling the pressure in the inlet manifold ofan internal combustion engine, comprising an air passage communicatingwith said manifold, a valve in said passage, said valve including acasing having an inlet and an outlet, a member rotatable within thecasing and sealingly engaged therewith between the inlet and the outlet,a passage in the said member to permit communication between the inletand outlet, a closure means for the passage pivotally mounted on saidmember, biasing means urging the closure means in a direction to shutthe valve, the closure means being responsive to centrifugal force toopen the valve, and means for rotating the said member at a speeddependent on the speed of the engine, and a pressure responsive controlmeans including an actuating means responsive to the pressure at thevalve outlet and a further valve operable by the actuating means toadmit air to the said manifold, the arrangement being such that, whenthe speed of said member in the first-mentioned valve is above apredetermined level and the manifold pressure is below a predeterminedlevel, the further valve is operated to increase air flow to themanifold.
 2. An arrangement as claimed in claim 1 in which the actuatingmeans is also responsive to the pressure in the manifold.
 3. Anarrangement as claimed in claim 1 in which the said further valve isarranged to admit air to the inlet manifold directly from a zoneupstream of a throttle valve for the engine.
 4. An arrangement asclaimed in claim 1 which includes valve means in the said passage inseries with the first-mentioned valve, the said valve means beingresponsive to the position of a throttle for the engine.
 5. Anarrangement as claimed in claim 1 in which the control means comprises afurther valve in said passage in series with the first-mentioned valveand actuating means for the further valve responsive to the pressure inthe manifold, the end of the passage remote from the manifoldcommunicating with a zone which is upstream of a throttle for theengine.